Transmission



ch 9, 1954 R. LAPSLEY 2,671,544

TRANSMISSION Filed April 19, 1952 5 Sheets-Sheet 1 :3 v INVENTOR. m 3ROBERT LAPSLEY ATTYS.

R. LAPSLEY 2,671,544

TRANSMISSION Filed April 19, 1952 5 Sheets-Sheet 2 FIG. I-B

INVENTOR.

ROBERT LAPSL EY ATTYS.

R. LAPSLEY Margh 9, 1954 TRANSMISSION 5 SheetsSheet 3 Filed April 19.1952 n QM I o NNm I ugfeg INVENTOR. ROBERT LAPSLEY ATI'YS.

Patented Mar. 9, 1954 TRANSMIS SION Robert Lapsley, Buchanan, Mich,assignor to Clark Equipment Company, Buchanan, Mich, a corporation ofMichigan Application April 19, 1952, Serial No. 283,177

13 Claims.

My present invention relates generally to transmissions, and, morespecifically, is directed to control means for a multi-speedtransmission suitable for use, for example, with self-propelledvehicles, such as trucks, tractors, and other like vehicles.

It is an object of my present invention to provide a transmission andcontrol means therefor which will permit any desired drive ratio to beselected, regardless of the relative speeds between the rotating membersto be clutched together, but which will prevent the selected drive ratiofrom becoming operative until the rotating members to be clutchedtogether are rotating substantially in synchronism.

In the embodiment of transmission with which the control means of mypresent invention is incorporated, I employ compound clutch mechanismsof the character forming the subject matter of my copending application,Serial No. 283,176 filed April 19, 1952. The transmission, to bedescribed in detail hereinafter, includes a drive shaft, main clutchmeans associated with the drive shaft, a driven shaft, brake meansassociated with the driven shaft, a gear driven from the drive shaft andjournaled on the driven shaft, and a compound clutch mechanism forselectively clutching either the gear or the drive shaft to the drivenshaft. The compound clutch mechanism includes a compound clutch elementnonrotatably mounted on the driven shaft and axially movable therealong,which is adapted in one position to clutch the gear to the driven shaftin one direction of rotation of the gear relative to the driven shaftand in another position to clutch the drive and driven shafts togetherin one direction of rotation of the drive shaft relative to the drivenshaft.

Non-rotatably mounted on the compound clutch element, but axiallymovable therealcng, are first and second clutch elements. The firstclutch element is adapted to clutch the gear to the driven shaft in theother direction of rotation of the gear relative to the driven shaft,and the second clutch element is adapted to clutch the drive and drivenshafts together in the other direction of rotation of the drive shaftrelative to the driven shaft.

The clutch mechanism also includes spring actuated means for effectingengagement of the first clutch element upon rotation of the gear in onedirection relative to the driven shaft and for effecting disengagementof the first clutch element upon rotation of the gear in the otherdirection relative to the driven shaft, and second spring actuated meansfor effecting engagement of the second clutch element upon rotation ofthe drive shaft in one direction relative to the driven shaft and foreffecting disengagement of the second clutch element upon rotation ofthe drive shaft in the other direction relative to the driven shaft.

The control means for the aforedescribed transmission comprises a shiftfork associated with the compound clutch element, and first spring meansassociated with the shift fork for normally biasing the compound clutchelement into a first position clutching the gear and driven shafttogether when the first clutch element is being engaged.

A preferred feature of my invention has to do with the provision of apivotally mounted plunger housing and a lever operativelyinterconnecting the plunger housing and the shift fork. A spring biasedplunger extends through the plunger housing and means, preferably in theform of a cam bar, is provided for effecting movement of the plungerwhereby the plunger housing is spring loaded for pivotal movement andthe compound clutch element is disengaged from the first position andbiased into a second position clutching the drive and driven shaftstogether when the second clutch element is being engaged. The springloaded plunger housing is adapted to exert a greater force than thefirst spring means. The compound clutch element and the second clutchelement are so arranged that even though the compound clutch element isbiased toward the second position, the latter will not clutch the driveand driven shafts together unless they are rotating substantiallysynchronously. The compound clutch element cannot be engaged in thesecond position unless the second clutch element is engaged or is beingengaged. Likewise, the compound clutch element-cannot be engaged in thefirst position unless the first clutch element is engaged or is beingengaged. This construction is of advantage in that gear clash betweenthe rotating members which are to be clutched together is prevented.

I have found that a compound clutch element embodied in a transmissionas above related is not readily disengageable from the associatedclutched member, when such disengagement is ordered by the controlmeans, due to the driving force between the rotating compound clutchelement and the said associated clutched member.

It is another object of my present invention to overcome theaforementioned difficulty by providing means for removing or releasingthe driving force between the compound clutch element and the associatedclutched member prior to disengagement therefrom.

It is a further object of my present invention to provide means forinterrupting drive to the drive shaft when the compound clutch elementis being engaged ordisengaged.

It is a still further object of my invention to provide means foractuating the brake means associated with the driven shaft when thecompound clutch element is being engaged or disengaged.

To accomplish these objects, in.- the preferred.- form of my inventionherein disclosed, vacuum; responsive means is employed to effectdisengagement of the main clutch means and. actuation of the brakemeans. It will be understood by those skilled in the art that air orfluid pressure actuated means may be employed in place of. the. vacuumresponsive means. Conveniently, solenoid actuated. valve. means. isassociated. with the vacuum responsive means and is. adapted when.electrically energized to render the latter operative. The solenoidactuated valve is controlled by electric circuit means, which. includesfirst and second switches connected in series. The. first switch isnormally open and the second switch. normally closed. Movement of.theaforedescribed plunger for conditioning the compound clutch element.for movement, from. the first to the second position,. eifects. closingof the first switch whereby the electric circuit means is closed. andthe. solenoid actuated valve electrically energized. When the solenoidactuated valve is electrically energized, the vacuum responsive meansefiects opening of the main clutch means and actuation of the brakemeans, thus removing the driving force betweenthe compound clutchelement and. the gear, permit.- ting the compound clutch element to movefrom the first position. tothe second: position. A portion of. theplunger housing is adapted to open the second switch. and. the electriccircuit means to permit reengagement of the main. clutch means. and.release of the brake means when the compound clutch. element ismovedinto the second clutching position. The switches are actuafied. in thereverse manner when. the compound clutch element ismoved from the:second position to the firstposition.

Now in order to acquaint. those skilled in the art with the manner ofconstructing and using transmissions in. accordance with. the principlesof my present invention, 1 shall describe in connection with theaccompanying drawings a preferred embodiment of my invention.

Inthe drawings:

Figures l-A and l-B when laid. end to and along the. dot-dash. line (J-C show a transmission, partly in sectionand partly in eleva tion, withwhich thecontrol means of. my present invention is. embodied;

Figure 2 is. a. sectional view of one pair of clutch teeth taken alongthe. line ?.-2 in Figure 1.-A, looking. in the. direction indicated bythe arrows;

Figure 3 is a sectional view ofa second pair of clutch teeth. takenalong the line 3-3- in Figure. l-A, looking in the direction indicatedby the. arrows;

Figure 4 is a plan. view of the transmission of Figures 1-A and. 1-13,.and of the control means therefor;

Figure 5 is a side elevational view of the con.- trol means of Figure 4;

Figure 6 is a diagrammatic layout of the electrical circuit and vacuumsystem of the control means of my present invention; and

Figure 7 is a chart of operations of the transmission and control meansshown in Figures 1 through 6.

Referring now to the drawings, there is indicated, at i, a flywheelwhich has suitable connection with a prime mover, as, for example, aninternal combustion engine (not shown). Secured to the flywheel l, atthe outer periphery thereof, is a clutch casing 2 which provides anenclosure for a clutch disc 3. The clutch disc 3 is normally biased intoengagement with the flywheel; I. by. clutch pressure plate springs 4,disposed between a clutch pressure plate 5 and the clutch casing" 2.Clutch release levers 6 are pivotally mounted intermediate their ends toclutch release lever pins 1, which are secured to the clutch pressure.plate 5. The levers 6 are actuated through a clutch release hub 8.

The transmission of my present invention, to be: described in detail.hereinafter, is enclosed bya housing, a portion of which is shown. at ItThe transmission housing 10 is adapated. tobe secured. to the engineflywheel housing- (not shown) in. the known and conventional. manner.Mounted in the front end wall of the transmission housing ID is a ballbearing. assembly it, in which is journaledan input shaft 12. Anut I3threaded ontothe. input shaft. 12, retains theball bearing assembly II.in positionon' the shaft 12. The hub of the-clutch disc 3- and theclutch release hub 8 are mounted on: the input shaft l2 for rotation.therewith, but are freeto move axially therealong. The clutch releasemechanism, above described, is preferably power actuated by a. vacuum.cylinder ina manner to be described hereinafter.

An intermediate shaft I4 is arranged coaxially of the input shaft l2,and the forwardv endof the shaft. I l is mounted for rotation. in. aplurality of needle bearings l5 carried. within an opening formed in therear end of the input shaft ii. The shaft L4,. adjacent its rear end, isjournaled. in a ball bearing assembly i8, suitably retained inthehousing in; An output shaft I! is arranged coaxially of the input shaft[:2 and the intermediate shaft l4, and the forward end of the outputshaft I1 is journaled in a plurality of needle bearings L8 which aremounted within an opening formed in. the rear end. of the intermediateshaft l4.. The output shaft 11, adjacent its rear end, is journaled in aballbearing assembly ll retained in. the rear end wall of thetransmission housing: I 0-.

A sleeve member 20 is disposed concentrically about the output shaft H.The sleeve member 20, at its forward. end, is journaled on needlebearings. 2| arranged about the outer. periphery of the output shaft 11,and the sleeve 20, at. its rear end, is. journaled on needle bearings 20arranged about the outer periphery of the output shaft I1.

A countershaft or jackshaft 2-3 extends parallel to, but spaced from,the intermediate. shaft I4 and the sleeve member 20. The-forward end ofthe countershaft 23 is journaled in a ball bearing assembly 24 suitablymounted inthe transmission housing |0-, and the rear end of thecountershaft 23- isjournaled in a ball: bearing assembly 25 suitablyretained in the transmission housing H].

A countershaft or jackshaft 2.6 is; arranged parallel to, but spacedfrom, the intermediate shaft l4, and the shaft 26, at its forward end,is journaled in a ball bearing assembly 21 suitably retained in theforward wall of the transmission housing it, while the rear end of theshaft 25 is journaled in a ball bearing assembly 28, also mounted withinthe transmission housing Ill.

The input shaft l2, adjacent its rear end, is formed with externalstraight splines 36 which receive the internal straight splines 3'! of agear 38. The gear 38 is thus mounted for conjoint rotation with theinput shaft I2. The gear 38 meshes with a gear portion 39 formed on thejackshaft 26. Formed integrally with the jackshaft 26, rearwardly ofgear 39, are a pair of axially spaced circumferential grooves 4i! havingtapered sides. Disposed within the grooves 48 are brake shoes or bands41 which are provided for selectively braking the jackshaft 26, for apurpose and in a manner to be described hereinafter. Also formedintegrally with the jackshaft 26, rearwardly of grooves 40, is a gearportion 42 which meshes with a gear 43 journaled on the intermediateshaft I4, immediately forwardly of the ball bearing assembly [5. Thegear 43 is held against endwise movement by thrust washers 44 and 35which are retained in place by a spring ring 46.

The rear end of the input shaft I2 is formed with a radially outwardlyextending flange portion 41, to which, at the outer periphery thereof,is secured an axially rearwardly extending annular clutch drum 48forming part of a clutch mechanism, indicated at 35. The clutch drum 48is secured to the flange 41 by means of suitable locating and drive pins49. Assembled within the confines of the clutch drum 48 is an annularshift actuator ring or spring carrier 59 which is free to rotaterelative to the clutch drum 48, but is restrained against axial movementtherein by antifri tion thrust washers 5i and 52. The actuator ring 50is formed with an external peripheral groove 53, in which is disposed acoil spring friction clutch 54. One end of the coil spring frictionclutch 54 is secured within the actuator ring 58 and the other end ofthe spring 54 is free. The spring 54 thus rotates conjointly with theactuator ring 50. As will be readily apparent to those skilled in theart, if the clutch drum 48 rotates in a direction from the anchored endof the clutch spring 54 toward its free end, the clutch spring 54 willtend to wrep about the actuator ring 50 and the outer periphery of theclutch spring 54 will only lightly engage the inner periphery of theclutch drum 48. On the other hand, if the clutch drum 48 rotates in adirection away from the free end of the clutch spring 54, toward itsanchored end, the force of engagement between the outer periphery of theclutch spring 54 and the inner periphery of the clutch drum 48 willincrease as the clutch spring 54 tends to enlarge, thereby tending toclutch the spring 54 to the clutch drum 48, which, in turn, tends tocause the actuator ring 541 to rotate conjointly with the clutch drum48.

The inner periphery of the actuator ring 56 is formed with helicalthreads or splines 55 for a purpose to be fully described hereinafter.

An axially forwardly extending annular clutch drum 60, forming part of aclutch mechanism 59, is secured by suitable locating and drive pins 6!to the aforementioned gear 43 journaled on the intermediate shaft l4.Assembled within the confines of the clutch drum 60 is an annular shiftactuator ring or spring carrier 62 which is free to rotate within theclutch drum 60, but is restrained against axial movement therein byantifriction thrust washers 63 and 64. An external peripheral groove 65is formed in the actuator ring 62 and disposed therein is a coil springfriction clutch 65 which, at one end, is anchored in the actuator ring62 and, at its other end, is free. As described above in connection withthe clutch mechanism 35, which the clutch drum 60 rotates away from theanchored end of the coil spring 66 toward its free end, the latter willonly lightly frictionally engage the clutch drum 60, and when the clutchdrum 60 rotates away from the free end of the coil spring 66 toward itsanchored end, the latter will enlarge tending to clutch the coil spring56 to the clutch drum 60. The actuator ring 62 will then tend to rotateconjointly with the clutch drum B0.

The shaft i l, forwardly of the gear 43, is formed with externalstraight splines ll, which, at their rear end, provide a stop for theaforedescribed spring ring 43. An annular clutch hub 72, having internalstraight splines i3, is mounted on the splines ll of shaft I4 for axialmovement therealong. The clutch hub '52, intermediate of its ends, isformed with an annular groove 14 which is adapted to receive a shiftfork, as will be described hereinafter. The forward end of the shift hub72 is formed with a plurality of circumferentially spaced radiallyextending jaw clutch or ratchet teeth 55 which are adapted to bedisposed selectively in engagement with circumferentially spacedradially extending jaw clutch or ratchet teeth '55 formed integrallywith the radial flange 151 of the input shaft l2. The forward end of theshift hub 12 is also formed with external straight splines 7'! whichco-operate with the internal straight splines 18 of a clutch element it.The clutch element 59, at its forward end, is formed with a plurality ofcircumferentially spaced radially extending jaw clutch or ratchet teeth85' which are adapted to be disposed selectively in engagement withcircumferentially spaced radially extending jaw clutch or ratchet teeth3! formed integrally with the radial flange 4? of the input shaft 2. Theclutch element i9 is also formed with external helical threads orsplines 82 which are disposed in engagement with the internal helicalthreads or splines 55 of the aforedescribed actuator ring 56.

As shown in Figure 2, the clutch teeth 89 are formed with ramps 83 anddriving faces 84, and the clutch teeth 36 are formed with ramps 85 anddriving faces 85. As shown in Figure 3, the clutch teeth '55 are formedwith ramps 8'! and driving faces 88, and the clutch teeth 76 are formedwith ramps 89 and driving faces 90. The planes of the faces of the ramps83 and 85 of clutch teeth 3:) and 8! extend diagonally of the planes ofthe faces of the ramps 8? and 89 of clutch teeth 15 and it.

The clutch hub 12 is formed with an annular shoulder SI which normallyabuts against the rear end of the clutch element 59, as shown in Figurel-A. If the clutch hub '52 is biased to the left, in a manner to bedescribed hereinafter, the clutch teeth will not engage with the clutchteeth it until the clutch teeth 88 and 35 are substantially inengagement, due to the aforedescribed abutting of the shoulder 91 withthe clutch element 18.

When the shaft l4 tends to overrun the input shaft l2, the coil springfriction clutch 54 expands and tightly frictionally engages the clutch Zdrumi 41 which, through the helical threads i and 82,. causesthe clutchelement. it,- to be threaded: to: the left, fromthe' position. shown. inFigure l-A. Upon: movement of the clutch element 1:9 to theleft, the;ramps se of clutch teeth 83; will engage the ramps as of clutch teethEli. Engagement of the; driving faces 8t and 85 ofthe clutch teeth tiand 81!: will take place at the moment, that the shaft it, tends, tooverrun the inputv shaft i2, Full engagement of the clutch teeth: 8;!)and! SI willbe completed in less thantwenty' degrees of overrunriing ofthe shaft- 54: relative to the; input, shaft 12.

Movement, of the clutchelement is to the left permits: movement of thebiased. clutch hub i2 to the; left. At the moment that the clutch, teethStrand 87f. begin to; engage, the-ramps 81 of clutch teeth- 75 Wiltengage the, ramps- 89 of clutcl'iv teeth: 16. The instant before theclutch teeth- 88 and 84: are, in complete engagement, theclutch teeth ii5 wilt be snapped substantially inte driving relation with the clutchteeth 16. However, before the driving faces 88 and: 99; of clutch teethl5, and is, are disposed in driving engagement, the input shaft t2;mustlbe accelerated. Engagement of the clutch teeth Sit and 8!, and i5and i6, is effected without gear clashor shock. With the clutch teeth 86engaging the clutch teeth 8! and the clutchteeth- 15, engaging theclutch teeth 1.5 the intermediate shaft is; is positively clutched.toth-e input shaft it in either direction of rotation of the: inputshaft 1-2 relative to the intermediate shaft M The biasing force acting.onthe clutch hub 12' to the right, will maintain the clutch teeth and1,6! in engagement, and the shoulder 91 of the clutch hub E2, abuttinghe clutch element Hi, will maintain the clutch teeth 80- and- 8+ inengagement.

If disengagement of the clutch mechanism 2-5 isdesired, theiclutch' hub:12 is biased to the right. At the moment that the driving force isremoved from the driving faces. 88 and- S-il of the clutch teeth 7-5 andT6, movement of the clutch hub E2 to the right will take place.Disengagement of the clutch teeth 88 and 8!! is effected when the inputshaft t2 tends to: overrun the shaft l2, at which time the coil springfriction clutch 54 tends to wrap about the actuator ring 50, decreasingits frictional engagement with the clutch drum 48. The clutch elementt8, through the helical threads 55, and 82, is then threaded to theright to the position shown in Figure l-A.

From the foregoing description, it will be apparent to" thoseslrilledinthe art that even though a shift is ordered by spring biasing the clutchhub- F2 to the left, asviewed in Figure l-A, full engagement of theclutch mechanism 351 willnot take place until substantially synchronousspeed is reached between the input shaft {2' and the intermediate shaftM; W'hen substantially synchronous speed is reached between the shaftsI2 and M, the clutch teeth 86: and 84 will engage for effecting drive inone direction of rotation of the shaft [12' relative to the shaft M,and, almost simultaneously, the clutch teeth 15 and lfiwill e11- gagefor effecting drive in the other direction of rotation of the shaft I2relative to the shaft i l.

The rear end of the clutch T2 is formed with circumferentially radiallyextending jaw clutch or ratchet teeth 92, which are adapted to bedisposed in engagement with circumferentially spaced radially extendingjaw clutch teeth 93 formed integrally with the forward radial surface ofthe gear 43. The rear end of the clutchhub 12"- is also formed withexternal straight ae'zmee splines 9.4 which co-operatev with theinternal: straight splines of an annular clutch element 96-. The clutchelement 96 is. also formed with external" helical threads orsplines: 91which c0- operate with the internal helical threads or splines 89:formedin the aforenoted actuator ring 62. A suitable annular shoulder 99is formedin; the clutchhub. 12' and is adapted to normally abut theforward end of the clutch element, 56'. Formed integrally with the rearend of the clutch element 95 are circumfereutially spaced radiallyextending jaw clutch or ratchet teeth, I 00: winch are adapted to bedisposed selectively inengage.- ment withv circumferentiallyspaced jawclutch, or ratchet teeth 181 formed integrally with the forward radialsurf ace; of the gear 43.

The; clutch teeth 92?, 93, mo, and Ill-l are formed with ramps anddriving faces in the same manneras the aforedescribed clutch teeth75,16, 80,. and- 8|.

The clutch mechanism 59- operates in substantially the same manner asthe clutch mechanism 35 described fullyabove. When the gear 43, tends tooverrun the intermediate shaft 14', the outer periphery of the coil;spring friction clutch 68' tightly frictionallyengages the innerperiphery of the clutch drum- 63:, causing the clutch element 96 to bethreaded to the right through thecoopera-ting action of the helicalthreads 9''! and 98. If the clutch hub; i2-

spring ltria-sed tothe right, clutch teeth will be .isposed inengagement with the clutch teeth 93 at substantially the instant thatthe clutch teeth H10 are disposed in engagement with theclutch teeth m,Since the engagement and: disengagement of theclutch mechanism 591 takesplace in substantiallythe same manner as; the clutch mechanism 35,-,fully described above, it is believed that a, detailedv description ofthe operation of the clutch mechanism 59; is unnecessary' for purposesof'the: present: disclosure.

When the: clutch mechanism 35' is fully engaged, direct drive is;effected between the input shaft I2 and: the intermediate shaft i4; Whenthe clutch mechanism 35 is disengaged and the clutch mechanism 591 isfullyengaged, drive is effected between the input shaft I2 andintermediate shaft M through the gear 38,. gear portion 38, gearDOI'lllODiQZ and: gear 43.

Formed integrally- With the intermediate shaft l4, rearwardly: of theball bearing, assembly k6, is, a gear portion 82; which meshes with agear Hi3 rotatably mounted on the forward end of the jack-shaft orcountershaft 23- immediately rearwardl-y of the ball bearing assembly 2Axial movement of the gear H33 to the, left, as viewed in Figures li-A:and 1-13, is restrained by means of a thrust washer H14: A suitableretaining nut I 05 islthreaded onto the forward end of the-jack-. shaft23 forproperly locating the ball bearing assembly 2t on the-jackshaft23.

A clutch mechanism, indicated generally at It'd, is provided forselectively positively clutching the gear Hi3 to the jackshaft 23'. Theclutch mechanism: Hi6 comprises an axially rearwardly extendin annularclutch drum I01, which is secured to the gear Hi3 by means of locatingand drive pins I83. Assembled within the clutch drum i0! is an annui'aractuator ring IQQ'WhiChis free to rotate relative tothe clutch drum: I01but is restrained against axial movement therein by antifri'ction thrustwashers Ill} and IN. An external groove formed the actuator ring [05'and a coil spring clutch H2 is disposed therein. One end or the coilspring friction clutch H213 9. anchored or secured to the actuator ringI09, while the other end of the coil spring I I2 is free. The outerperiphery of the coil spring II2 normally lightly frictionally engagesthe inner periphery of the clutch drum I01.

External straight splines I I3 are formed in the jackshaft 23,immediately rearwardly of the gear I03, and an annular clutch hub H4,having internal straight splines H5, is mounted for axial movement onthe splines H3. The clutch hub H4, at the forward end thereof, isformed. with circumferentially spaced radially extending jaw clutch orratchet teeth I I6, which are adapted to be selectively disposed inengagement with circumferentially spaced radially extending jaw clutchor ratchet teeth I I1 formed integrally with the radial rear edge of thegear I03. The clutch hub H4 is also formed with external straightsplines II8 which engage with the internal straight splines I I of anannular clutch element I20. The clutch element I20 is formed withexternal helical threads or splines I2I which cooperate with theinternal helical splines or threads I22 formed in the actuator ring I00.Formed integrally with the clutch element I20, at the forward endthereof, are circumferentially spaced radially extending jaw clutch orratchet teeth I23, which are adapted to be disposed selectively inengagement with circumferentially spaced radially extendin jaw clutch orratchet teeth I24 formed integrally with the rear radial surface of thegear I03.

Axial movement of the clutch hub H4 is adapted to be effected by meansof a spring biased shift fork, which is disposed in the annular grooveI30 formed in the outer periphery of the clutch hub H4. The clutch teethI23 and. I24 will automatically engage when the gear I03 tends tooverrun the jackshaft I03. An annular shoulder I25 is formed integrallywith the clutch hub H4 and is adapted to normally engage the rear end ofthe clutch element I20 for preventing engagement of the clutch hub II4when the clutch element I20 is in a disengaged position, and forselectively preventing disengagement of the clutch element I20 when theclutch teeth I I6 and I I1 are in an engaged position. For purposes ofthe present disclosure, it is not believed that a detailed descriptionof the operation of the clutch mechanism I06 is necessary, since it issubstantially the same as the operation of the clutch mechanism 35described fully hereinbefore.

The forward end of the sleeve 20 is formed with external straightsplines I32 which cooperate with the internal straight splines I33 of anannular radially extending flange or ring member I34. A clutchmechanism, indicated at I3I, is provided for clutching the sleeve 20,through the flange member I34, to the shaft I4. The clutch mechanism I3Icomprises an axially forwardly extending annular clutch drum I 35secured to the outer periphery of the flange I34 by means of locating ordrive pins I36. Assembled within the clutch drum I35 is an annular shiftactuator ring I31 which is free to rotate within the clutch drum I35,but is restrained against axial movement therein by antifriction thrustwashers I38 and I39. An external annular groove is formed in theactuator ring I31, and disposed therein is a coil spring friction clutchI 40 which at its one end is fixed in the actuator ring I31 and at itsother end is free. The coil spring friction clutch I40 normally lightlyfrictionally engages the inner periphery of the clutch drum I35.

The rear end of the intermediate shaft I4 is formed with externalstraight splines I4I, upon which are mounted the internal straightsplines I42 of an annular clutch hub I43. The clutch hub groove I44,which is adapted to receive a spring biased shift fork. The clutch hubI43 of the clutch mechanism I3l is adapted to be moved in unison axiallywith the clutch hub II 4 of the clutch mechanism I06.

The clutch hub I43, at the rear end thereof, is formed withcircumferentially spaced radially extending jaw clutch or ratchet teethI44, which are adapted to be disposed selectively in engagement withcircumferentially spaced radially extending jaw clutch or ratchet teethI45 formed integrally with the forward radial surface of the flangemember I34. External straight splines I46 are formed on the clutch hubI43 and are adapted to co-operate with the internal straight splines I41of an annular clutch element I48. The clutch element I48, at the rearend thereof, is formed with circumferentially spaced radially extendingjaw clutch or ratchet teeth I49, which are adapted to be disposedselectively in engagement with circumferentially spaced radiallyextending jaw clutch or ratchet teeth I50 formed integrally with theforward radial surface of the flange member I34. Formed on the outerperiphery of the clutch element I48 are external helical threads orsplines I5I, which co-operate with the internal helical threads orsplines I52 formed in the actuator ring I31. A suitable annular shoulderI54 is formed in the clutch hub I43 and normally engages the forward endof the clutch element I48.

The operation of the clutch mechanism I3I is substantially the same asthe operation of the clutch mechanism 59 described above. The clutchelement I48 is adapted to be threaded automatically to the right fromthe position shown in Figure l-B, when the flange member I34, sleevemember 2 0, and clutch drum I35 tend to overrun the intermediate shaftI4.

The aforedescribed straight splines II 3, formed in the jackshaft 23,adjacent their rear ends, are adapted to receive the internal straightsplines I H of a gear I62, which is retained against axial movement bymeans of a thrust washer I63 and a suitable nut I64 threaded onto thejackshaft 23. The gear I62 meshes with a gear I65 which is suitablyjournaled on the forward end of the sleeve member 20, immediatelyrearwardly of the radial flange member I34. The gear I65 is held againstaxial movement relative to the sleeve member 20 by means of externalstraight splines I66 formed in the sleeve member 20, and theaforementioned flange member I 34 is held. in position by a thrustwasher I60.

The jackshaft 23, adjacent the rear end thereof, is formed with a gearportion I61 which meshes with a gear I68 journaled on the sleeve member20, adjacent the rear end thereof. The gear I68 is restrained againstaxial movement by means of external clutch teeth I69 formed in the rearend of the sleeve member 20 and by a thrust washer I10 which is retainedin place by a spring ring I1I. A clutch mechanism, indicated generallyat I12, is provided for selectively clutching the gear I65 to the sleevemember 20, and a clutch mechanism, indicated generally at I 13, isprovided for selectively clutching the gear I68 to the sleeve member 20.7

The clutch mechanism I12 comprises an axially rearwardly extendingannular clutch drum I14 I43 is formed with an annular external.

secured to the gear [.65. bymeans. of drive and locating pins 115.Assembled within the clutch drum [l4 is an annular actuator ring H6which is free to. rotate within the clutch drum 114, but. is restrainedagainst axial movement therein by means. of antifriction thrust washersI'll and 118.. An external annular groove I19 is formed in. the outerperiphery of the. actuator ring [16, and disposed in the groove [19 is.a coil spring friction clutch I80, which at one end is anchored. in theactuator ring I16 and at its other end is free. The outer periphery ofthe coil spring friction clutch I80. normally lightly frictionallyengages the inner periphery of the clutch drum H4.

The internal straight splines E80. of a clutch hub. 18.! are disposed inmeshing engagement with the external straight. splines I66v formed inthe sleeve member 20. The clutch hub I81: is adapted to be moved axiallyrelative to the sleeve member 20. Formed at the forward end ofv theclutch hub. 18.? are circumferentially spaced radially extending jawclutch or ratchet teeth 1&8,- which are adapted to be disposed seelectively in engagement with circumferentially spaced radially.extending jaw clutch. or ratchet teeth Reformed integrally with the rearradial surface. of the gear 165. Also formed at the forward end of theclutch hub l8? are external straight. splines [90 which co-operate withthe internal straight splines. I9 I. of an annular clutch element I92.The forward end of the clutch element. 1 92 is formed withcircumferentially spaced radially extending jaw clutch or ratchet teeth193., which areadapted to. be disposed selectively in engagement withcircumferentially spaced radially extending jaw clutch or ratchet teeth19.4 formed integrally. with the rear radial surfaces. of thegear I65.The rear end of the clutch element. [92 normally abuts an annularshoulder 195 formed in the clutch hub I81. External helical threads orsplines I96 are formed in the clutch element I52, and the threads I96co.-.operate. with the internal helical splines or threads I91 formedin. the actuator ring- HJG. The clutch element. [,92 is threaded.-automatically to. the. left. forengaging the clutch teeth I93. and I504.when the sleeve. member 20. tends to. overrun the. gear l65'.

An axially forwardly extending. annular clutch drum 201 issecured tovthe. gear 168; by means, ofnlocating and drive pins 202. Assembled with?in the clutch drum 211i is an annular actuator ring 203, which is freeto rotate within the clutch drum 201, but isrestrained against axialmovement therein by means. of antifrict-ion thrust. washers. 20.4. and20.5. An external annular groove. 208. is formed in the actuator ring202 and disposed in the. groove 20.6. is a coil spring friction clutch201', which at one end is. anchored in the actuator ring 203 and at its.other end is free. The outer periphery of the coil spring frictionclutch 201. normally lightly frictionally engages the inner periphery ofthe clutch drum 201.,

The aforedescribed clutch hub l.8l.at its. rearend; is, formed with aplurality of circilrnlieren-v i-a y s ce rad all x nd neiaw clutch or ach t eeth 20 w ich e a apted. e dis p s d. s e iv yn enga em t w th. crcumferent ally spaced rad al e endin Jaw utch. or ratchet teeth 209formed in the forward radialsurface. of the gear I68. Also. formed in;the clutch hub I81, at the rear end thereof, are ex--. ternal straight,splines 2I0 which are adapted snera e with th n rnal stra ht. s lines 2Hof an annular clutch element. 212. The for Ward. en 0f.- th lu lement212; is adapte to normally a t an annular shoul 2 3 formed in the clutchhub M31. The rear end of the clutchelement 2l2 is formed withcircumferentially spaced radially extending jaw clutch or ratchet teeth2M, which are adapted to be selectively disposed in engagement withcircumferentially spaced radially extending jaw clutch or ratchet teeth2l5 formed integrally with the forward radial surface of the gear I68.The clutch element Elgis also formed with external helical threads orsplines 2H3, which cooperate with the internal helical threads orsplines 2- ll formed in the actuator ring 203.. The clutch element 212is threaded automatically to the right forv engaging the clutch teeth20% and 209 when the gear [68 tends, to overrun the sleeve member 20.

The gear portion [67 formed at the rear end ofthe jackshaft 23 hasmeshing engagement witha reverse idler gear portion 226, shown indot-ted lines for the sake of clarity. The reverse idler gear portion226 forms part of a compound. ear 221, which is mounted on an. idlershaft 228 suitably journaled in, bearings (not shown) retamed Within thetransmission housing ID. The compound gear 22?, adjacent its rear end;is formed with a gear portionZ-ZQ, which has mesh ns en a em n wi h agear 23.0 rotatably mounted on needle bearings 23} arranged.- about theouter periphery of the output shaft [1, immedi-v ately forwardly of theball bearing assembly 19. The needle bearings 23% are held in axialposii n by thr st washers 23.21 and 233-.

The output shaft l1, intermediate of, the washer 232 and the rear end ofthe sleeve member 20, is formed with external straight, splines 23Awhich receive the internal straight splines z fi of an axially fixedannular ringmember' 236'. Ex-- ternal straight splines 23,! are formedin the ringmember 236 and are of the same propontions. as theaforementioned clutch teeth [6,9, formed at the rearend of the sleevemember 2 A suitable annular clutch collar member 230 is; formed withinternal straight splines 2.39 which mate with, the, externalsplines-235' and are adapted to. engage the clutch teeth I69- whentheclutch collar member 23& is shifted to. the left; from the positionshown in FigurebB; The; clutch; collar member 23.8 isalso formedat its;rear end with circumferentiall-yspaced radially extendingclutch teeth240 which are.- adapted; to, be selectively disposed; in engagement;with: sircumferentiallyspaced radially extending clutch teeth 241 formedintegrally with the forward raw dial surface of the; gear 230;. Theclutch collar member238; is, in addition formed with an an nularexternat groove 242; which is; adapted to receive a, shift fork to bedescribedhereinafter;

When. the. clutch collar member 23Bris: inthe position shown inFigure, 1B, neither forward nor reverse drive is; effected'to the. output. shaftIL. and the, transmission is thus; in a neutral position. When theclutch collar member 238' is shifted to the left from the positionshown. in Figure 1-3,. untilv the internal splines 239. mate with the;external; clutchi teeth 1-69,, the sleevelfl. is clutched; to the outputshaft H- and forward drive is effectedto. the latter, When the.clutchcollar member 23d is shifted to. the right. from. the positionshown in, Figure 1-B,.until thefclutch teet 240 are disposed inengagement with the 13 clutch teeth 24!, the gear 239 is clutched to theoutput shaft !1, and reverse drive is effected to the latter.

The transmission of my present invention provides for six forward driveratios between the input shaft l2 and the output shaft !1. These forwarddrive ratios may be selected by moving the clutch collar member 233 tothe left and actuating the clutch mechanisms in the following sequence:

Clutch Mechanisms Engaged Ratio First Sixth .I

Two reverse drive ratios may be provided between the input shaft !2 andthe output shaft !1 after the clutch collar member 238 has been moved tothe right. Low speed reverse drive is effected by engaging the clutchmechanisms 59, I06, and H3, and high speed reverse drive is ef fected byengaging the clutch mechanisms 35, 893, and I13.

I shall now describe in detail the control mechanism of my presentinvention, which is particularly adapted for use in connection with theabove described transmission assembly.

Mounted within the transmission housing i0, adjacent one side thereof,is a shift rail 243. The shift rail 243 is fixed within inwardlyextending axially spaced bosses 244, 245, 245, and 24?. Slidably mountedon the shift rail 243, intermediate of the bosses 244 and 245, is thehub portion 243 of a shift fork 249 which is disposed in engagement withthe aforedescribed annular groove 14 formed in the clutch hub 12associated with the clutch mechanisms 35 and 59. A suitable coil spring259 is disposed concentrically about the shift rail 243 and extendsbetween the boss 244 and a washer 25!, which abuts the hub 248. Theshift fork 249 is thus normally biased to the right to the positionshown in Figure 4.. In this position of the shift fork 24-9, the clutchmechanism 59 is in an engaged position and the clutch mechanism 35 is ina disengaged position. A suitable ring 252 is secured about the shiftrail 243 and provides a stop for limiting axial. movement of the shiftfork 249 to the left from the position shown in Figure 4.

slidably mounted on the shift rail 24-3, intermediate of the bosses 246and 242, is the hub 253 of a shift fork 254 which is disposed inengagement with the groove I44 formed in the aforedescribed clutch hubM3 associated with the clutch mechanism l3i. As described above, theclutch hub H4 of the clutch mechanism !96 is adapted to move conjointlyaxially with the clutch hub I43. With the shift fork 253 in the positionshown in Figure 4, the clutch mechanism 13! is in a disengaged position,while the clutch mechanism we is in an engaged position.

Also slidably mounted on the shift rail 243, intermediate of the bosses243 and 241, is the hub 255 of a shift fork 255 which is disposed inengagement with the annular groove !85 formed in the clutch hub H31associated with the clutch mechanisms I12 and H3. With the shift fork256 in the position shown in Figure 4, the clutch mechanism H3 is in anengaged position and the clutch mechanism I12 is in a disengagedposition.

14 Disposed concentrically about the shift rail 242, intermediate of thehubs 253 and 255, is a coil spring 251. The spring 251, at one end,engages a washer 258 which abuts the hub 253 and the spring 251, at theother end, engages a washer 259 which abuts the hub 255. It will thus beapparent that the shift forks 254 and 255 are normally maintained in theposition shown in Figure 4 by virtue of the spring 257. A ring member269 is disposed about the shift rail 243, intermediate of the Washers253 and 259, and acts as a stop for limiting axial movement of the shiftforks 254 and 256 toward each other.

Mounted within a control housing 26! suitably secured to the outside ofthe transmission housing in, is a ratio selector mechanism which isadapted to selectively condition the shift forks 249, 254, and 256 foraxial shifting movement.

The ratio selector mechanism comprises a selector cam bar 262 which ismounted within the control housing 26! on rollers 263. A sleeve member264 is mounted within the control housing 26!, and the longitudinal axisof the sleeve member 264 extends perpendicular to the lengthwise'axis ofthe cam bar 262. Mounted within the sleeve member 264 is a coil spring265, which at its upper end is disposed in abutting engagement with acap member 263 fixed in the sleeve member 264. The spring 235 at itslower end engages the inner lower end of a tubular plunger 261, which atits outer lower end carries a roller 263. The roller 258 is adapted toengage one of a plurality of notches 269 formed in the upper edge of thecam bar 262 for biasing the latter against the rollers 233 and toprovide for snap action when the cam bar 292 is shifted rectilinearlyfrom one position to another.

Shafts 219, 21!, and 222 are mounted in the control housing 23! andextend transversely of the cam bar 292, immediately thereabove. Fixed tothe one end of the shafts 219, 21!, and 212, respectively, are thehousings 213, 214, and 215 of plunger assemblies, indicated generally at216, 21?, and 218. Mounted in the housings 213, 214, and 215 areplungers 219, 289, and 29!, which are normally biased outwardly of thehousings by means of coil springs 292, 223, and 284 located in thehousings 213, 214, and 215. Movement of the plungers 219, 289, and 29!within the housings 213, 214, and 215 is limited by the stop pins 285,233, and 231 fixed in the respective housings, adjacent the upper endsthereof. The lower ends of the plungers 219, 230, and 28! are providedwith rollers 283, 283, and 290. The

The shift levers 293, 294, and 295 project generally downwardly and thelower ends thereof are disposed into slots 39!, 392, and 393, formedrespectively in the shift hubs 248, 253, and 255.

Rectilinear movement of the cam bar 262 is effected through linkagemeans comprising a link 334, which is pivotally mounted by a pin 395 tothe rear end of the cam bar 262. The other end of the link 394 ispivotally mounted by a pin 306 to the end of a crank arm 39! secured toa shaft 398, which is preferably adapted tob rotated manually by theoperator of the vehicle in .15 which the tr nsmission of my presentinvention is-incorporated.

Assuming that the clutch mechanism '59 is engaged and the shift fork 243is in the position shown in Figure 4, one drive ratio is providedbetween the input shaft 42 and the intermediate shaft 14. If a seconddrive ratio is desired, the operator of the vehicle need only rotate theshaft 308, causing clockwise rotation of the crank arm 38?! which,through the link 304, causes the cam par ,262 to move to the left fromthe position shown in Figure 5. When a high point of the cam bar 262 ,ismoved beneath the roller 288 of the plunger 2'59, the latter is forcedupwardly, thereby compressing the spring 282 against the upper end ofthe housing 213 which springloads the latter for rotation in a clockwisedirection, as viewed in Figure 5. Since the housing 213 and the lever233 are secured to a common shaft 219, the lever 2-93 will be springloaded in a clockwise direction whenever the housing 213 is springloaded in a clockwise direction. Spring loading of t e lever 293 alsospring loads the hub 248, tending to urge the latter to the left fromthe position shown in Figure 4. The Qtational force exerted by thespring 282 mounted in the housing 213 is greater than the force exertedby the spring 250 mounted between the boss 24.4 and th hub 248. Thus, ifno driving force is being exerted through the clutch mechanism 59, theclutch hub 532 will move to the left until the shoulder H engages therear end of the clutch element -79. As fully described above, at theinstant the clutch element '19 is threaded to the left from the positionshown in Figure l-A, the spring loaded clutch hub 12 will be shifted tothe left from the position shown in Figure 1-A, and the clutch mechanism'35 will be fully engaged in both directions of rotation of the inputshaft i2 relative to the intermediate shaftM.

if the clutch mechanism 59 is in engagement and the shift fork 249 is inthe position shown in Figure 4, the clutch mechanism '59 will not bedisengaged when the shift fork hub 248 is spring loaded as long as thereis a driving load on the clutch teeth of the clutch mechanism 59. Inorder to release the driving load on the clutch teeth of the clutchmechanism 59, when it is desired to effect disengagement of the latter,I have provided means, which I shall now describe in detail, fordisengaging the main clutch and thus interrupting drive between theprime mover and the input shaft 12.

The last referred to main clutch actuating means comprises an insulationstrip 389 which is mounted in the control housing 261, above the plungerassemblies 216, Eli, and 3'58 The insulation strip .389 provides supportfor a plurality of switches numbered 3H1 through 3l5. As shown inFigures 4 and 6, the switch blades 3%, 3H, and 318 of switches am, 312,and cm are interconnected by a terminal bar M9. The switch blades 329,32L and 322 of switches 3, M3, and 3| 5 are interconnected by a terminalbar .323.

The switches 3|!) through 3H5, respectively, are provided with uppercontacts numbered 324 through 132-9 and lower contacts numbered 330through 335. The switch blades 8l6 through 322 are provided,respectively, with contacts 336 through 341. The contact 330 of theswitch 310 has connection through a conductor or line 346 to the contact325 of the switch 3| I, and the contact 324 of switch3l0 has connectionthrough '16 a line or conductor 34'! to the contact 313;! .of switch 3H.The contact 332 .of switch 3!;2 has connection through a line orconductor 3481M) the contact 32'! of switch .313, and the Contact 32.5of switch 312 has connection through a line or conductor a l}! to thecontact 333 of switch M3. The contact 334 of switch 73M has connectionthrough a line or conductor 350 to the contact 319 of switch 315, andthe contact 328 of switch 3M has connection through a line .0 conductor35! with the contact 335 of switch 315.

The terminal bar 3I9 has suitable connection to ground, as at 36L andthe terminal bar 323 has connection through a line 362 with the coil 363of a solenoid actuated valve, indicated generally at 364. The coil 363is also connected through a line 355 to the positive terminal of abattery 366. The negative terminal of the battery 3% is connectedthrough a line 361 to ground, as at 368-.

A plunger 1369 is mounted for sliding movement in the coil 38.3, and theplunger 369, at its lower end, is adapted to effect opening and closing.of the valve 363. The valve 365, atone end, .communicates, through aconduit 3'12, with a source of vacuum, and, at the other end,communicates, through a conduit 373, with a chamber v311i in which isdisposed a diaphragm 375. Secured to the diaphragm 3'55 is the one endof a rod .316 which extends outwardly of the chamber .314 and ispivotally mounted at 1331 to a draw bar 318, intermediate of the endsthereof. The draw bar 3:8 is pivotally secured at MEI-to a link 38!],which has connection with the brake actuating mechanism associated withthe brake band 41. The brake actuating mechanism is of known andconventional construction, in view of which it is not believed necessaryto show and .describe the same. The draw bar 3E8 is also pivotallysecured at 38! to a link 332, which, as shown in Figure l-A, ispivota-lly secured at 383 to the clutch re,- lease hub 8.

When the coil 232 of the solenoid actuated valve 264 is energized, theplunger 369 is retracted upwardly and the conduits 372 and 3'53 areplaced in communication. A vacuum is thus created within the chamber374, at the right side of the diaphragm 375, as viewed in Figure 6. Thediaphragm is thereupon drawn to the right, as is the rod 31-6, draw rod3'58, and links 380 and 382. Movement of the links 380 and 382 to theright causes the main friction disc clutch to be disengaged and thebrake bands 41 to be simultaneously disposed in braking engagement withthe grooves 49, thereby braking the jackshaft 26 against rotation.

The following is a description of the operation of the above describedtransmission control means of my present invention, and it is intendedthat this description be read in connection with the chart of operationsshown in Figure 7.

With the clutch mechanisms 53, I86 and H3 in full engagement, firstratio forward drive is effected between the input shaft l2 and theoutput shaft H. The electrical switches 2 [0 through 3J5 are in thepositions shown in Figure 6. If it is desired to shift into second ratioforward drive, the shaft 353 is rotated in a clockwise direction,whereupon the crank arm 30'! causes, through the link 3%, movement ofthe cam bar 262 to the left, as viewed in Figure 5. Movement of the cambar 252 to the left disposes one of the high points thereof beneath theroller 288 of the plunger 279, forcing the latter upwardly against thespring 282, thereby spring biasing the housing 213 and the lever 253 ina clockwise direction, as has been fully described above. As the plunger279 of the plunger assembly 216 is urged upwardly, the upper end of theplunger 2'59 engages the switch arm MB of switch 310, which causes thecontacts 324 and 336 to separate and the contacts 3-38 and 335 toengage. With the contacts 336 and 336 in engagement, the electricalcircuit between ground and the solenoid coil 363 is completed, and thesolenoid coil 363 is electrically energized, which opens the valve 36d.As a result of the valve 355 being opened, the main friction disc clutchis disengaged and the brake bands 45 are applied, thus momentarilybraking the countershaft 26 against rotation, as described above. Thisremoves the driving force on the clutch teeth of the clutch mechanism59, thus permitting the spring loaded shift fork 249 to shift the clutchhub 72 to the left to the position shown in Figure 1-A.

The clutch hub '2 is momentarily halted in the position shown in Figurel-A, due to the shoulder 91 engaging the clutch element i9. As theclutch element 19 is threaded to the left, in the manner describedabove, the spring loaded shift fork 2&9 causes the clutch hub 52 toshift further to the left. At substantially synchronous speed of theinput shaft i2 and the intermediate shaft M, the clutch teeth 75 and iiiare snapped into engagement, respectively, with clutch teeth 15 and 8!.The clutch mechanism 35 is thereupon fully engaged and, as describedhereinbefore, second ratio forward drive is established between theinput shaft i2 and the output shaft As the clutch hub 72 moves to theleft, the plunger assembly 276 rotates clockwise causing the plug member296, fixed in the upper end of the plunger housing 2 13, to engage theswitch blade 32!] of switch 3% i, which causes the contacts 325 and 33'!to separate and the contacts 33! and 331 to engage. When the contacts325 and 33'! are separated, the electrical circuit to the solenoid coil353 is opened and the plunger 359 is permitted to move downwardly,interrupting communication between the conduits 372 and 373 andsimultaneously permitting pressure to return to the chamber 3%. Whenpressure is returned to the chamber 314, the diaphragm 3T5, rod 376,draw rod 3'58, and links 385 and 382 move to the left from the positionshown in Figure 6, whereupon the main friction disc clutch is reengagedand the brake bands 4i released. The transmission is now in second ratioforward drive.

If it should be desired to shift back to first ratio forward drive, theshaft 308 is rotated counterclockwise, thereby causing the crank arm 36!to rotate counterclockwise. which effects, through the link 1564,movement of the cam bar 252 to the right to the position shown in Figure5. As the high point of the cam bar 262 is removed from engagement withthe roller 288 of plunger 219, the plunger 279 is biased downwardly bymeans of the spring 232 and the roller 288 is disposed in the end notch29%. The upper end of the plunger 2'59 is also removed from engagementwith the switch blade Bit of Switch 35 3, causing the contacts 333 and335 to separate and the contacts 325 and to reengage. The solenoidcircuit is again completed and the solenoid coil 353 energized. Thevalve 36 i is opened and, in the manner above described, the mainfriction disc clutch is disengaged and the brake shoes 4| applied, thusbraking the jackshaft 26 and remov- 18 ing the driving froce from theclutch teeth of the clutch mechanism 35.

The spring 250, mounted between the boss 244 and the hub 248 of theshift fork 249, causes the latter to move to the right toward theposition shown in Figure 4. The clutch hub 72 is simultaneously moved tothe right until the shoulder 99 engages the clutch element 96. Thismovement of the shift fork 269 causes the plunger assembly 276 to rotatecounterclockwise, as viewed in Figure 5, thereby withdrawing the plugmember 293 from engagement with the switch blade 329 of switch 3! I. Atthis point, the contacts 33! and 33'! are separated and the contacts 325and 3315' are engaged. The electrical circuit to the solenoid coil 353is opened and the plunger 369 is permitted to move downwardly,interrupting communication between the conduits 312 and 313, whereuponthe main friction disc clutch is reengaged and the brake bands l!released, thereby permitting the engine to accelerate drive shaft i2 andgear 43 until substantially synchronous rotation with shaft it isreached. At substantially synchronous speed of the gear 43 and theintermediate shaft 14, the clutch element 96 is threaded to the rightfrom the position shown in Figure l-A, and the clutch hub 12 issimultaneously moved to the right under the force of spring 259, actingthrough the shift fork 249, until the clutch teeth 92 and W0 are snappedinto engagement, respectively, with clutch teeth 93 and mi. The clutchmechanism 59 is thereupon fully engaged. i

As the clutch hub 12 moves to the right, the plunger assembly 215 isrotated counterclockwise back to the position shown. in Figure 5, atwhich time the plug member 296, fixed in the upper end of the plungerhousing 213, is withdrawn from engagement with the switch blade 32:: ofswitch 3. The contacts 33! and 33'! are thereupon separated and thecontacts 325 and 33! are engaged, as a result of which, the electricalcircuit embodying the solenoid coil 363 is opened and the latterdeenergized. Deenergization of the coil 333 permits the main frictiondisc clutch to again reengage and the brake bands 4! to return to anonbraking position. First ratio forward drive is then establishedthrough the transmission.

The aforenoted plunger assembly 21'l-is associated with the switches 3E2and 3|3, and the plunger assembly 218 is associated with the switches 3Mand M5. The plunger assemblies 217 and 278 operate in a similar manneras the plunger assembly 216 described in detail hereinbefore.

It is believed that with the above description of several of thenumerous conditions of operation of the transmission control means of mypresent invention, it will be unnecessary to describe each of theremaining conditions in detail.

From the above description, it will be readily appreciated by thoseskilled in the art, that I have provided a transmission and controlmeans therefor which will permit any desired drive ratio to be selected,regardless of the relative speeds between the rotating members to beclutched together, but which will prevent the selected drive ratio frombecoming operative until the rotating members to be clutched togetherare rotating substantially in synchronism.

In the operation of the above described transmission, all shifts fromone speed ratio to afaster speed ratio are made while the vehiclecoasts. It will be apparent that the above described control meansinterrupts drive to the main drive sha t to allow the pre-selectedclutch mechanism to be disengaged and during a shift to a faster speedratio applies holds brake acting on the main drive shaft until the speecchange has been completed. By interrupting drive to the main drive shaftand simultaneously braking the latter, the speed of the drive shaft isreduced and synchronized with that of the driven member to be clutchedthereto. The shift is thus quickly completed.

When a shift from one speed ratio to a slower speed ratio is to be made,drive to the main drive shaft is momentarily interrupted and the brakeapplied momentarily thereto until the pr selected clutch mechanism isdisengaged. At the moment of disengagement, the brake is released anddrive is reestablished to the drive shaft which causes the speed of thedrive shaft to quickly increase to synchronize with the speed of thedriven member to be clutched thereto. It will be appreciated, from theforegoing description, that the engine is utilized fa the shifts inspeed ratios thus reducing the time required to complete any particularshift to a minimum.

Now, while I have shown and described what I believe to be a preferredembodiment of my present invention, it will be understood that variousmodifications and rearrangements may be made therein without departingfrom spirit and scope of my present invention.

I claim:

1. In combination, a drive member, a clutch element for mat and drivenmembers together, shift fork effecting movement of the clutch element, 1spring means associated with said shift forl: for normally biasing saidclutch element to engaged position, a pivotally mounted plunger housing,a lever operatively interconnecting plunger housing and said shift fork,a spring biased plunger extending through said plunger housing, meansfor effecting movement of said plunger whereby said plunger housing isspring loaded for pivotal movement and said clutch element is biased toan engaged position, and said spring loaded plunger housing exerting agreater force than said first spring means.

2. In combination, a drive member, a driven member, a clutch element forclutching the drive and driven members together, a shift fork foreffecting movement of said clutch elem nt, first spring means associatedwith said shift fork for normally biasing said clutch element to adisengaged position, a pivotally mounted plunger housing, a leveroperatively interconnecting said plunger housing and said shift fork, aspring biased plunger extending through said plunger housing, a cam barfor selectively effecting movement of said plunger whereby said pltngerhousing is spring loaded for pivotal. movement and said clutch elementis biased e position, and said spring loaded plunger housing exerting agreater force than said first spring means.

3. In combination, a drive shaft, a driven shaft, a gear driven fromsaid drive shaft and icurnaled on said driven shaft, a compound clutchelement adapted in one position to clutch said gear to said driven shaftand in another position to clutch said driven shaft to said drive shaft,2. shift fork for efiecting movement of said. clutch element, firstspring means associated with er, dri en a: the drive shift fork fornormally biasing said clutch element into a firs; position clutchingsaid and said driven shaft together, a pivotally mounted plungerhousing, a lever operatively interconnev 1" said plunger housing andsaid shift fork, a spring b plunger extending through said plungerhousing, a cam bar for selectively efiecting movement of said plungerwhereby said plunger housing is spring loaded for pivotal movement saidclutch element is disengaged from first position and biased into secondposition clutching said drive driven shafts together, and said springloaded plunger housing exerting a greater force than said first springmeans.

l. In combination, a drive shaft, a driven shaft, gear driven i'i emsaid drive shaft and journaled on said driven shaft, a compound clutchelement non-r tatabl mounted on said driven shaft and axially movabletherealong, said compound clutch element being adapted in one positionto clutch said gear to driven shaft in one direction of rotation of saidrelative to driven shaft and in another position to clutch said driveand driven shafts together in one direction of rotation of said driveshaft relative to said driven a first clutch element non-rotatablymounted on compound clutch element and vable therealong, said firstclutch eleadapted to clutch said gear to said. s n the other directionof rotation of gear relative to said driven shaft, a second clutchlenient non-rotatably mounted on said compound clutch element andaxially movable inerealong, said second clutch element being adapted toclutch said drive and driven shafts together in the other direction ofrotation of said drive shaft relative to said driven shaft, means foreffecting engagement of said first clutch element 1 .13011 rotation ofsaid gear in one direction relative to said driven shaft and foreffecting disengagement of said first clutch element upon rotation ofsaid gear in the other direction relative to said driven shaft, meansfor effecting engagement of said second clutch element upon rotation ofsaid drive shaft in one direction relative to said driven shaft and foreffecting disengagement of said second clutch element upon rotation ofsaid drive shaft in the other direction relative to sa d driven shaft, ashift fork for effecting movement of said compound clutch element, firstspring means associated with said shift fork for normally biasing saidcompound clutch element into a first position clutching said gear anddriven shaft together when said first clutch element is being engaged, apivotally mounted plunger housing, a lever operatively inter annectingsaid plunger housing and said shift fork, a spring biased plungerextending b said plunger housing, means for selee tively eifectingmovement of said plunger Whereby Sam plunger housing is spring Ecadeclfor pivmovement and said compound clutch ele t disengaged from ositioninto a second position elutchi; g said drive and driven shafts togetherwhen said second clutch element is being engaged, and said spring loadedplunger housing exerting a greater force than said first spring means.

5. For use "h a drive member, rn clutch means operatively connected tothe drive rner her, a driven member, and a clutch element for clutchingthe drive and driven members together, control means comprising, a shiftfork for effecting movement of the clutch element, a pivotally mountedplunger housing, a lever operatively interconnecting said plungerhousing and said shift fork, vacuum responsive means for effectingdisengagement of the main clutch means, solenoid actuated valve meansadapted when electrically energized to render said vacuum responsivemeans operative, electric circuit means including switch means for saidsolenoid actuated valve means, a spring biased plunger extending throughsaid plunger housing, means for selectively effecting movement of saidplunger whereby said plunger housing is spring loaded for pivotalmovement and the clutch element is biased to an engaged position, andsaid plunger when moved effecting actuation of said switch means forclosing said electric circuit means to thereby electrically energizesaid solenoid actuated valve means when the clutch element is beingengaged.

6. In combination, a drive shaft, main clutch means operativelyconnected to said drive shaft, brake means for said drive shaft, adriven shaft, a gear driven from said drive shaft and journaled on saiddriven shaft, a compound clutch element adapted in one position toclutch said gear to said driven shaft and in another position to clutchsaid driven shaft to said drive shaft, a shift fork for effectingmovement of said clutch element, first spring means associated with saidshift fork for normally biasing said clutch element into a firstposition clutching said gear and said driven shaft together, a pivotallymounted plunger housing, a lever operatively interconnecting saidplunger housing and said shift fork, vacuum responsive means foreffecting disengagement of said main clutch means and actuation of saidbrake means, solenoid actuated valve means adapted when electricallyenergized to render said vacuum responsive means operative, electriccircuit means including switch means for said solenoid actuated valvemeans, a spring biased plunger extending through said plunger housing,means for selectively effecting movement of said plunger whereby saidplunger housing is spring loaded for pivotal movement thereby causingsaid clutch element to be disengaged from said first position and biasedinto a second position clutching said drive and driven shafts together,and said plunger when moved effecting actuation of said switch means forclosing said electric circuit means to thereby electrically energizesaid solenoid actuated valve means when said clutch element is shiftedbetween said first and second positions.

'7. In combination, a drive shaft, main clutch means operativelyconnected to said drive shaft, brake means for said drive shaft, adriven shaft, a gear driven from said drive shaft and journaled on saiddriven shaft, a compound clutch element adapted in one position toclutch said gear to said driven shaft and in another position to clutchsaid driven shaft to said drive shaft, a shift fork for effectingmovement of said clutch element, first spring means associated with saidshift fork for normally biasing said clutch element into a firstposition clutching said gear and said driven shaft together, a pivotallymounted plunger housing, a lever operatively interconnecting saidplunger housing and said shift fork, vacuum responsive means foreffecting disengagement of said main clutch means and actuation of saidbrake means, solenoid actuated valve means adapted when electricallyenergized to render said vacuum responsive means operative, electriccircuit means for said solenoid actuated valve means, said electriccircuit means including first and second switches connected in series,said first switch being normally open and said second switch normallyclosed, a spring biased plunger extending through said plunger housing,means for selectively effecting movement of said plunger whereby saidplunger housing is spring loaded for pivotal movement therebyconditioning said clutch element for disengagement from said firstposition and movement toward said second position for clutching saiddrive and driven shafts together, said plunger when moved effectingclosing of said first switch for closing said electric circuit means tothereby electrically energize said solenoid actuated valve means andeffect disengagement of said main clutch means whereby the driving forcebetween said clutch element and said gear is removed permitting saidclutch element to move to said second position under the biasing forceof the spring loaded plunger housing, and a portion of said plungerhousing being adapted to open said second switch and said electriccircuit means to permit reengagement of said main clutch means andrelease of said brake means when said clutch element is moved into saidsecond clutching position.

8. In combination, a drive member, main clutch means operativelyconnected to said drive member, a driven member, a clutch element forclutching said drive and driven members together, a shift fork foreffecting movement of the clutch element, a pivotally mounted plungerhousing, a lever operatively interconnecting said plunger housing andsaid shift fork, vacuum responsive means for effecting disengagement ofsaid main clutch means, solenoid actuated valve means adapted whenelectrically energized to render said vacuum responsive means operative,electric circuit means including first and second switches wired inseries, said first switch being normally open and said second switchnormally closed, a spring biased plunger extending through said plungerhousing, means for selectively effecting movement of said plungerwhereby said plunger housing is spring loaded for pivotal movementthereby conditioning said clutch element for engagement, said plungerwhen moved effecting closing of said first switch for closing saidelectric circuit means to thereby electrically energize said solenoidactuated valve means and efiect disengagement of said main clutch meanspermitting said clutch element to engage, and a portion of said plungerhousing being adapted to open said second switch and said electric circuit means to permit reengagement of said main clutch means when saidclutch element is in a full clutching position.

9. In combination, a drive shaft, main clutch means operativelyconnected to said drive shaft, brake means for said drive shaft, adriven shaft, a gear driven from saiddrive shaft and journaled on saiddriven shaft, a compound clutch element non-rotatably mounted on saiddriven shaft and axially movable therealong, said compound clutchelement being adapted in one position to clutch said gear to said drivenshaft in one direction of rotation of said gear relative to said drivenshaft and in another position to clutch said drive and driven shaftstogether in one direction of rotation of said drive shaft relative tosaid driven shaft, a first clutch element non-rotatably mounted on saidcompound clutch element and axially movable therealong, said firstclutch element being adapted to clutch said gear to said driven shaft inthe other direction of rotation of said gear relative to said driven 23shaft, a second clutch element non-rotatably mounted on said compoundclutch element and axially movable therealong, said second clutchelement being adapted to clutch said drive and driven shafts together inthe other direction of rotation of said drive shaft relative to saiddriven shaft, means for effecting engagement of said first clutchelement upon rotation of said gear in one direction relative to saiddriven shaft and for effecting disengagement of said first clutchelement upon rotation of said gear in the other direction relative tosaid driven shaft, means for eifecting engagement of said second clutchelement upon rotation of said drive shaft in one direction relative tosaid driven shaft and for effecting disengagement of said second clutchelement upon rotation of said drive shaft in the other directionrelative to said driven shaft, a shift fork fo effecting movement ofsaid compound clutch element, first spring means associated with saidshift fork for normally biasing said compound clutch element into afirst position clutching said gear and said driven shaft together whensaid first clutch element is being engaged, a pivotally mounted plungerhousing, a lever operatively interconnecting said plunger housing andsaid shift fork, vacuum responsive means for effecting disengagement ofsaid main clutch means and actuation of said brake means, solenoidactuated valve means adapted when electrically energized to render saidvacuum responsive means operative, electric circuit means includingswitch means for said solenoid actuated valve means, a spring biasedplunger extending through said plunger housing, means for selectivelyeffecting movement of said plunger whereby said plunger housing isspring loaded for pivotal movement and said compound clutch element isconditioned for disengagement from said first position and biased into asecond position clutching said drive and driven shafts together whensaid second clutch element is being engaged, and said plunger when movedeffecting actuation of said switch means for closing said electriccircuit means to thereby electrically energize said solenoid actuatedvalve means when said compound clutch element is shifted between saidfirst and second positions.

10. In combination, a drive shaft, main clutch means operativelyconnected to said drive shaft, a driven shaft, a gear driven from saiddrive shaft and journaled on said driven shaft, a compound clutchelement non-rotatably mounted on said driven shaft and axially movabletherealong, said compound clutch element being adapted in one positionto clutch said gear to said driven shaft in one direction of rotation ofsaid ear relative to said driven shaft and in another position to clutchsaid drive and driven shafts together in one direction of rotation ofsaid drive shaft relative to said driven shaft, a first clutch elementnon-rotatably mounted on said compound clutch element and axiallymovable therealong, said first clutch element being adapted to clutchsaid gear to said driven shaft in the other direction of rotation ofsaid gear relative to said driven shaft, a second clutch elementnonrotatably mounted on said compound clutch element and axially movabletherealong, said second clutch element being adapted to clutch saiddrive and driven shafts together in the other direction of rotation ofsaid drive shaft relative to said driven shaft, means for effectingengagement of said first clutch element upon rotation of said gear inone direction relative to said driven shaft and for effectingdisengagement of said first clutch element upon rotation of said gear inthe other direction relative to said driven shaft, means for effectingengagement of said second clutch element upon rotation of said driveshaft in one direction relative to said driven shaft and for effectingdisengagement of said second clutch element upon rotation of said driveshaft in the other direction relative to said driven shaft, a shift forkfor effecting movement of said compound clutch element, first springmeans associated with said shift fork for normally biasing said compoundclutch element into a first position clutching said gear and said drivenshaft together when said first clutch element is being engaged, apivotally mounted plunger housing, a lever operatively interconnectingsaid plunger housing and said shift fork, a vacuum responsive means foreffecting disengagement of said main clutch means, solenoid actuatedvalve means adapted when electrically energized to render said vacuumresponsive means operative, electric circuit means for said solenoidactuated valve means, said electric circuit means including first andsecond switches connected in series, said first switch being normallyopen and said second switch normally closed, a spring biased plungerextending through said plunger housing, means for selectively effectingmovement of said plunger whereby said plunger housing is spring loadedfor pivotal movement thereby conditioning said compound clutch elementfor disengagement from said first position and movement toward saidsecond position for clutching said drive and driven shafts together,said plunger when moved effecting closing of said first switch forclosing said electric circuit means to thereby electrically energizesaid solenoid actuated valve means and effect disengagement of said mainclutch means whereby the driving force between said compound clutchelement and said gear is removed permitting said compound clutch elementto move to said second position under the biasing force of the springloaded plunger housing, and a portion of said plunger housing beingadapted to open said second switch and said electric circuit means topermit reengagement of said main clutch means and release of said brakemeans when said compound clutch element is moved into said secondclutching position.

11. For use with a prime mover, the combination of a transmission andcontrol means therefor comprising, a first drive member, a second drivemember, a driven member, main friction clutch means for selectivelyclutching said first and sec- 0nd drive members to said prime mover,power actuated means for controlling engagement and disengagement ofsaid main friction clutch means, brake means associated with said firstand second drive members, brake actuating means associated with saidpower actuated means whereby when said main friction clutch means isengaged said brake means is disengaged and when said main frictionclutch means is disengaged said brake means is engaged, a compoundclutch mechanism adapted in one position to clutch said first drivemember to said driven member as said first drive member begins tooverrun said driven member, said compound clutch mechanism being adaptedin another position to clutch said second drive member to said drivenmember as said driven member begins to overrun said second drive member,a shift fork for effecting movement of said compound clutch mechanism,first spring means associated with said shift fork for normally biasingsaid compound clutch mechanism into said one position clutching saidfirst drive member and said driven member together, second spring meansassociated with said shift fork for selectively counteracting said firstspring means and biasing said compound clutch mechanism into said otherposition clutching said second drive member and said driven membertogether, control means for said power actuated means being adapted toeffect disengagement of said main friction clutch means and engagementof said brake means during shifting of said compound clutch mechanismfrom its said one position to its said other posi tion, and said controlmeans controlling said power actuated means whereby when said compoundclutch mechanism is to be initially moved from its said other positionsaid main friction clutch means is disengaged and said brake meanslightly engaged and at the first movement of said compound clutchmechanism toward its said one position said main friction clutch meansis engaged and said brak means disengaged.

12. For use with a prime mover, the combination of a transmission andcontrol means therefor comprising, a drive shaft, a driven shaft, a geardriven from said drive shaft and journaled on said driven shaft, mainfriction clutch means for selectively clutching said drive shaft to saidprime mover, power actuated means for controlling engagement anddisengagement of said main friction clutch means, brake means associatedwith said drive shaft, brake actuating means associated with said poweractuated means for disengaging said brake means when said main frictionclutch means is engaged and engaging said brake means when said mainfriction clutch means is disengaged, a compound clutch mechanism adaptedin one position to clutch said gear to said driven member as said gearbegins to overrun said driven shaft, said compound clutch mechanismbeing adapted in another position to clutch said drive shaft to saiddriven shaft as said driven shaft begins to overrun said drive shaft, ashift fork for effecting movement of said compound clutch mechanism,first spring me ans associated with said shift fork for normally biasingsaid compound clutch mechanism into said one position clutching saidgear and said driven shaft together, second spring means associated withsaid shift fork for selectively counteracting said first spring meansand biasing said compound clutch mechanism into said other positionclutching said drive shaft and said driven shaft together, control meansfor said power actuated means being adapted to effect disengagement ofsaid main friction clutch means and engagement of said brake meansduring shifting of one position to its said other position, and saidcontrol means controlling said power actuated means whereby when saidcompound clutch mechanism is to b initially moved from its said otherposition said main friction clutch means is disengaged and said brakemeans lightly engaged and at the first movement of the compound clutchmechanism towards its said one position said main friction clutch meansis engaged and said brake means disengaged.

13. For use with a prime mover, the combination of a transmission andcontrol means therefor comprising, a first drive member, a second drivemember, a driven member, main friction clutch means for selectivelyclutching said first and second drive members to said prime mover, brakemeans associated with said first and second drive members, poweractuated means for effecting disengagement of said main friction clutchmeans and engagement of said brake means, solenoid actuated valve meanswhen electrically energized being adapted to render said power actuatedmeans operative, a compound clutch mechanism adapted in one position toclutch said first drive member to said driven member as said first drivemember begins to overrun said driven member, said compound clutchmechanism being adapted in another position to clutch said second drivemember to said driven member as said driven member begins to overrunsaid second drive member, a shift fork for effecting movement of saidcompound clutch mechanism, first spring means associated with said shiftfork for normally biasing said compound clutch mechanism into said oneposition clutching said first drive member and said driven membertogether, second spring means associated with said shift fork forselectively counteracting said first spring means and biasing saidcompound clutch mechanism to said other position clutching said seconddrive member and said driven member together, means for electricallyenergizing said solenoid actuated valve means during shifting of saidcompound clutch mechanism from its said one position to its said otherposition, and said last-named means being sequentially operable toeffect electrical energizetion of said solenoid actuated valve meanswhen said compound clutch mechanism is to be initially moved from itssaid other position and at the first movement of said compound clutchmechanism toward its said one position to effect deenergization of saidsolenoid actuated valve means.

ROBERT LAPSLEY.

References Cited in the file of this patent UNITED STATES PATENTS NumberName Date 731,087 Tucker June 16, 1903 2,327,063 Randol Aug. 17, 19432,620,667 Flinn Dec. 9, 1952

